Railway-car.



Patented Aug. I9, |902.

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'www NrTED STATEs YPATENT OFFICES GARDINER W. OHIPLEY, OF CHICAGO, ILLINOIS.

RAILWAY-CAR.

SPECIFICATION forming' part 0f Letters Patent NO. 707,302, dated. August 19, 1902.

i Application filed January 17, 1901l Serial No. 43,563.- (No model.)

To all whom it may concern:

Be it known that I, GARDINER W. CHIPLEY, a citizen of the United States of America, and a resident of Chicago, Cook county, Illinois,

`have invented a certain new and useful Improvement in Railway-Cars, of which the following is a specification.

In railway-cars it is essential to provide means for checking or limiting excessive vibration or rolling of the car-body, and this is ordinarily accomplished by means of what are termed side bearings. These side bearings are positioned at or near the outer eX- tremities of the transverse car or body bolster and the truck-bolster. In practiceit has been found desirable to maintain` a clearance between the said-bearings, andthus in the ordinary movements of checar support the car-body upon its center-bearings; but even this method of support has several disadvantages, chiefiy because under excessive lateral movements orlurches of the car-body the side bearings are firmly pressed together, thus limiting the movements of the truck independently of the car-body, increasing the car or train resistance, the wear upon the truck and flanges of the wheels, and the strains upon the truck and car frames.

The object of my invention is to provide means whereby to support the car-body upon its center-bearings in all of its movements and dispense with the side bearings; and it consists in the provision of side braces eX- tending between the car-bolster and the truckbolster, the lower ends of said braces being connected to the center-bearing on the truckbolster and at their upper ends to the carbolster, thus providing braces which by reason of their attachment to a fixed point 'on the truck-bolster and the car-bolster resist and prevent the tilting or lurching movements of the carjbolster and car-body.

Reference may now be had to the accompanying drawings, in which- Figure l is a perspective viewof a car or body bolster and a truck-bolster, showing the pivotal connections between them and the brace-rods connected between said truck-bolster and body-bolster, the end of said car or body bolster being broken away to show the means of connection betweenit and the bracerods, and the truck-bolster web being also broken away to show the connection between the truck-bolster and the brace-rod. Fig. 2 is a vertical section on the line X X of Fig. l, showing the pivot-pin partly in full. Fig. 3 is a detail cross-sectional View showing the connection between the lower ends of the brace-rods and the central bearings. Fig. a is a detailed cross-section on the line W W of Fig. v2. Fig. 5 is a detailed modified view similar to Fig. 3, showing a form of antifriction-bearing between the brace-rod collar and the center-bearing sleeve. Fig. 6 is an enlarged central longitudinal section through the end of the car or body bolster, showing the modified form of connection between the upper ends of the brace-rod and the outer ends of the car or body bolster. Fig. 7 is a section on the line Z Z of Fig. 6. Fig. Sis an enlarged perspective view of a caror body bolster and a truck-bolster, illustrating a modified form of brace-rod connection between the car or body bolster and a truckbolster. Fig. 9 is a detailed central longitudinal section through one end of the car or body bolster, showing the connection between its end and one of the brace-rods. Fig. 10 is a similar View, enlarged, showing a modified form of connection between the upper end of the brace-rodeand the outer end of the car or body bolster, and Fig. ll is a View on the line o o of Fig. 10.

Thebody or car bolster is designated at A and the truck-bolster at B. The brace-rods D extend from points of attachment, to be described7 on the center-bearing sleeve H of the truck to the outer ends of the car or body bolster.

I will rst describe the construction of the centerbearing of the car body and truck and will then describe and point out the manner of connecting or securing the brace-rods D D to the center-bearing and to the body or car bolster. v

- The car or body bolster A has formed with it a king-bolt or pivot-pin A2, which extends downwardly through the truck-centerbearing sleeve I-I, formed with the truck-bolster B. The king-bolt A2 is secured and held within itstruck-center-bearing sleeve by means of a threaded end and a nut A3 and washer A4. A body-plate A5 is formed on the body-bolster,which rests upon a seat on the upper end IOO of the truck-center-bearing sleeve Il and constitutes a center-bearing plate B3.

The brace-rods D D are connected at their lower ends by a knuckle-joint D2 to a collar D3, as shown in Figs. l, 2, and 3, which latter surrounds the center-bearing sleeve H2, and as the sleeve at its lower portion is shouldered to receive the collar in the movements of the truck on the king-bolt the collar serves as a bearing for the lower end of the truckcenter-bearing sleeve. The Lipper ends of the said brace-rods D are connected by a knuckle-joint D, as shown in Fig. l, to the outer ends of the body or car bolster A. In the form shown in Fig. l turnbuclzles D5 are provided on the brace-rods D D, by means of which the tension of the rods may be increased.

From the foregoing description it will be apparent that I have provided brace-rods between the center-bearing of the truck and the car or body bolster of the car-body, which said braces restrain and prevent the rolling or tilting of the car-body under all conditions. Thus the said rods respectively and in effect rigidly connect the outer ends of the car or body bolster with a relatively fixed point at their lower ends and provide rigid arms or braces between the outer ends of the body or car bolster and the center-bearing, thus resisting and restraining any tendency of the car-body to roll or tilt, as is usually the case. These brace-rods so connected in resisting this tendency to tilt or roll on the part of the car-body practically impose the weightof the car-body upon the center-plates, thus dispensing with the necessity of employing side bearings, reducing the resistance of the car or train, the wear upon the track and iianges of the wheels, and the strains upon the truck and car frame. It will be observed also that the construction of the center-bearing and the manner of attaching the bracerods to the center-bearing on the truck, and the provision of openings B4, through which said brace-rods pass, permits free movement of the truck :relative to the car-body in the usual manner.

In Fig. 5 I have shown antifriction-bearings K, which may be found desirable, interposed between the collar D3 and the truckcenter-bearing sleeve B2.

In Figs. G and 7 I have shown a means of connecting the upper ends of the brace-rods D to the outer ends of the car or body bolster A, consisting in a sleeve L, pivoted or hinged at L2 to the end of the car or body bolster A, the end portion `of the brace-rod D being eX- tended into said sleeve and having at its extremity a head L3, adapted to travel within the recess of the sleeve L and engage a shoulder L4, a spring L5 being interposed between the head and the lower end of the sleeve. Vith this arrangement the car-body is permitted a slight lateral movement preliminary to the checking of such movement. In this construction when the car or body bolster tilts in one direction this movement is checked at the opposite end oit the said bolster by the connecting brace-rod of that end, the head L3 of which .engages the shoulder L4 of the sleeve.

In Fig. 8 I have shown a modified construction which consists in securing the brace-rods D directly to and iixedly upon the centerbearing sleeve I-I, the upper ends of the said brace-rods D engaging loosely within a recess M, formed on the ends of the car or body bolster A, as shown more clearly in Fig. 9. In Figs. l0 and ll I have shown the brace-rods D loosely mounted within the recess M of the car or body bolster and provided with a spring take-up M2. This arrangement permits a preliminary tilting or rolling of the car-body before being restrained by the side braces, the spring M2 in the form shown in Figs. 10 and ll and the spring L4 in the form shown in Fig. 6 serving to relieve against shock.

One of the distinguishing characteristics of my invention is that the lower ends of the brace-rods D are secured to the center-bearing, and thus are iiXed in such a position as to resist any lateral thrust or pull upon them. The collar D3, to which these side rods are secured, is mounted in such a manner as to permit the truck-bolster to turn pivotally and independent of the car or body bolster.

Vith the arrangement shown and described it will be seen that the center-bearing between the upper and lower bolsters is adapted to sustain the weight of the car-body and that the brace-rods are adapted to serve merely as a means for preventing lateral rocking or rolling on the part of the car-body. In other words, the center or king-pin bearings sustain the entire weight of the car-body when the latter is in its normal or horizontal position, and at such time the brace-rods are subject to no strain whatever. In this way it is only when the car-body tilts or rocks to one side that any of the brace-rods are subjected to a strain, and the rods thus subjected to strain serve merely to resist the lateral rocking or rolling motion of the ear-body. As explained, these downwardly-converging brace-rods are preferably arranged with their upper and outer ends engaging the upper or car-body bolster and with their lower ends engaging the truck-bolster at points near the central or king-pin bearing. With this arrangement the weight of the car-bodyis sustained wholly by the center-bearing with which each truck is provided and the brace-rods are relieved of all unnecessary strain. The center-bearing between the two bolsters is, it will be observed, in the nature of a thrust-bearingthat is to say, it sustains the downward thrust or pressure of the upper bolster and car-body. Furthermore, the brace-rods Z, connected and arranged as shown in Fig. l of the drawings, are adapted to sustain either a tensile or endwise compressive strain, according to the dlrection in which the car-body tilts or rocks.

I have herein referred to the brace-rods as IOO IIO

being secured to a fixed point on the centerbearing, and in the use of this expression I desire to be understood as referring to the fact that the lower ends of said rods are so fixed as to resist longitudinal pull or strain, and thus maintain and support the weight of the car-body upon the center-plates.

I claiml. In a railway-car, the combination of upper and lower bolsters, a center-bearing between the two bolsters adapted to normally sustain the entire weight of a car-body resting upon the upper bolster, and downwardlyconverging brace-rods connecting the lower bolster with the upper bolster, said rods being adapted to prevent lateral tilt or rolling motion of the car-body and upper bolster upon said center-bearing.

2. In a railway-car, the combination of a lower bolster having a center-bearing, an upper bolster having its middle portion resting firmly on said center-bearing, and downwardly-converging brace-rods for preventing lateral tilt or rolling motion of the said upper bolster upon the said center-bearing, said brace-rods having their upper ends engaging the outer end portions of the upper bolster, and the lower ends of said rods being arranged to engage the middle portion of the lower bolster.

3. In a railway-car, the combination of a lower bolster, provided with a center-bearing, an upper bolster having its middle portion resting firmly upon said center-bearing, a king-pin made integral with said upper bolster and extending downwardly through said center-bearing, and downwardly-converging brace-rods for preventing lateral tilt or rolling motion of the upper bolster upon said center-bearing.

4. In a railway-car, the combination of an upper bolster adapted to support a car-body, a lower truck-bolster, a center-bearing intermediate the two 'bolsters and located at the connected and adapted to sustain either a tensile or endwise compressive strain, according to the direction in which the said carbody tilts or rocks.

5. In a railway-car, the combination of an upper bolster adapted to support a carbody,

a lower truck-bolster, a center-bearing intermediate of the two bolsters and located at the longitudinal center of the same, said bearing being adapted to sustain the weight or downward pressure of a carbody resting upon said upper bolster, a king-pin associated with said bearing and serving as a pivotal connection between the two bolsters, and a pair of downwardly-converging brace-rods arranged to connect the outer end portions of the said upper bolster with the central portion of the lower truck-bolster structure, and adjusting devices whereby said rods may be made normally subject to tensile strain. l

6. In a railway-car, acar or body bolster, a truck-bolster, brace-rods extended from the center-bearing of said truck-bolster to the outer ends of the car or body bolster, and means of connection between the said ends of the car or body bolster consisting in receiving members on said ends and yielding pressure devices between the ends of the brace-rods and the car or body bolster.'

Signed by me at Chicago, Cook county, Illinois, this 15th day of January, 41901.

GARDINER W. CHIPLEY.

Witnesses: 'A

CHAs. C. BULKLEY, HARRY PrBAUMGARTNER. 

